Territory



(No Model.) 2 Sheets-Sheet 1. G. S. SMITH.

LOUOMOTIVE BOILER.

No. 393,790. v Patented Dec. 4, 1888,

WITNES INVENTOR:

. 4M5. BY .A %.@fl m'w@ ATTORNEYS.

N, PETKRS. P'lolwLilhogrinMn Wuhingian, D. C

2 Sheets-Sheet 2.

(No Model.)

'0 S. SMITH.

LOGOMOTIVE BOILER.

INVENTOR -6. J ,Mum

Patented Dec. 4, 1888.

WITNESSES 2 6%. i 15 lb ATTORNEYS.

UNITED STATES PATENT OFFICE.

CHARLES S. SMITH, OF POCATEIIIIO, IDAIIO TERRITORY.

LOCOMOTIVE-BOILER.

SPECIFICATION forming part of Letters Patent No. 393,790, dated December 4, 1888.

Application filed January '7, 1888. Serial No, 260,049 (No model.)

To aZZ whom it may concern:

Be it known that I, CHARLES S. SMITH, of Pocatello, in the county of Bingham and Territory of Idaho, have'invented new and useful Improvements in Locomotive-Boilers, of which the following is a specification, reference being had to the annexed drawings, forming a part thereof, in which Figure 1 is a perspective view, with parts broken away, of a locomotive-boiler to which my improvement has been applied. Fig. 2 is a vertical. transverse section of one of the exhaust-nozzles, showing the connection of one of the pipes; and Fig. 3 is a longitudinal section of one end of one of the boiler-tubes. Fig. 4: is a central longitiulinal. section of a boiler and its furnace or fire-box provided with my improvement.

Similar letters of reference indicate corresponding parts in all the views.

The object of my invention is to provide an attachment for locomotive and other boilers in which the draft is urged by the exhaust of the engine, whereby a portion of the exhauststeam may be utilized in the boiler-furnace for completing the combustion of the fuel and for preventing the escape of sparks and cinders.

My invention consists in the construction and arrangement of parts, as will be hereinafter fully described and claimed.

The boiler A, which is of the usual locomotive type, is provided with the tubes a and with a smoke-box, B, in which are placed the ordinary exhaust-nozzles, C C. the tubes a on each side of the boiler are con nected short pipes b, which are preferably smaller in diameter than the boiler-tubes, the said pipes 17 being fitted to the ends of the boiler-tubes by bushings c. The pipes 19 upon each side of the boiler are connected with Ts d, which in turn are connected by the pipes c with the nozzles C at points near the bases of the nozzles. Each of the pipes e is provided with a valve, f, of any suitable construction, by which the amount of steam pass- .ing from the nozzles 0 through the said pipes is controlled.

Although I have shown four pipes I) entering four of the tubes a of the boiler and comith two of municating with the cxhanstnozzles, I do not confine myself to any particular number of pipes, nor to any special location, providing only that the pipes Z) communicate with the tubes (1, which are above the coals in the firebox of the locomotive.

The location ofv the pipes c with reference to the nozzles C is such as to cause some of the exhaust-steam to escape through the pipes e to the tubes u, and the said steam in passing through the tubes becomes heated to the temperature of the water in the boiler and is discharged into the fire-box of the locomotive in a highly-heated state. The heated steam en'- tering the fire-box from the tubes a is decomposed by the Iiame and burns, thus supplementing the heating-power of the coal upon the grate.

In addition to the advantage of perfecting the combustion of the gases frointhe coal, the puffs of the exhaust-steam entering the firebox cause the sparks and cinders to fall back and prevent them from passing into or through the tubes. By returning to the fire the fuel, which naturally escapes in the form of cinders and sparks, and by completing the combustion of the gases, I am enabled to effect a savin g of about twenty per cent. in the amount of coalrequired to drive the locomotive.

It will be observed that when the steam is shut off from the engine my apparatus becomes inoperative without any manipulation other than is necessary to the usual working of the locomotive, and that my device becomes more effective in proportion as the engine is doing an increased amount of work.

While my improvement finds its principal application on locomotive-engines, it is equally beneficial and eitective upon any boiler in which the draft is urged by the eX- haust-steam of the engine.

I am aware that pipes have been extended from a cinder-receptacle within the smokestack through the boiler to the fire-box, steampipes being connected with said pipes within the smoke-box, and with the exhaust-nozzles to blow the cinders back from the smoke-box into the fire-box, and I do not claim the same as of my invention.

I am also aware that it is not broadly new to connect the exhaust in a locomotive smokein the tubes (1 and connected with the Ts (I, box with the discharge end of some of the I and the pipes communicating betwcen the 10 boiler-fines. 5 Ts d and nozzles C and provided with the Having-thusdescribedmyinventiolnlclaim \fliVQS j", Substantially as specified. 5 :lsnewand desire to securehyLettersPatent- CHARLES S. SMI'lI-I.

The combination, with the locomotive-boiler 'Witn 05505: A, provided with the tubes a, smoke-box B, C. SEDGWICK,

and exhaust-nozzles (,of the pipes b,inscrtcd GEO. M. HOPKINS. 

